Metal railway-tie.



W. C. FRANK. METAL RAILWAY TIE.

APPLICATION FILED MAYZ, 19121.

Patented July 9, 1912.

paran srarns .ser crsrc.

WILLIAM C. FRANK,' OF JOHNSTOWN, PENNSYLVANIA.

METAL RAILWAY-TIE.

` To all whom imag concern:

` Be it known that I, WILLIAM C. FRANK, a

A citizen o f the'United States, residing in the city of Johnstown, in thefcounty of Cam-Y bria and State of Pennsylvania, have invented certain new and useful Improvements in Metal RailwaysTies; and I do -hereby declare the following to be a-full,

clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to improvements in railway ties and fastenings and refers more particularly to ties made of pressed metal.

j One of the objects of my invention is to construct `a tie, the bases of which, under the rails, arebroadened to provide ample bearings on the ball-ast or road-bed.

Another object'of my invention is to provide a structure which will be properly seated in the road-bed whenplaced in position, while the two rail seats formed in its upper surface can adjust themselves to conform with the motions of the rail under its passing loads. This latter action is brought about by the corrugated metal plates or bearers attached to the base of the tie under each rail, which, while serving to distribute the load over the ballast, also act in a measure as springs to allow slight vertical and tilting motions to' conform with the fleXure of the rails and also prevent hammering and jarring, thereby mating an easy riding' track.

Another object of my invention is to lsecurely hold the rail against any lateral forces tending to increase or decrease the gage of the track. This is accomplished by forming depressed rail seats, thus providing abutment's in the tie itself, between which abutments andthe base flanges of the rails or splices, adjustable fastening devices are. located for holding the rails in laterally locked positions. v

Other objects of my invention are to conf` vwhile standing. The construction of the tie also provides for a simple andg effectivev means for insulating the rails,when it is desired to use them as electric conductors;

and still another object is my improved Patented July 9,15%2. Application mea may 2,-1912. serial no. '694304.

manner of fastening the rails to the tie, by means of which they are fixed permanently and require no further adjustment.y

This invention also consists in the novel construction, combination and arrangement of parts'such as will be hereinafter more fully described and pointed out in the appended claims. 1

Referring now to the drawings which form partof this specification and in which similar reference characters designate cor-V responding parts :-F igure 1 is a'top rplan view of the tie with portions of the rails at tached thereto, the' righthand end of the tie showing the styleand arrangement of the fastening devices where a pair of angle splice-bars is used .to splice the rails near a tie. The lefthand end of this view shows the intermediate or unspliced part yof a rail mounted on the tie. Fig. 2 is a vertical longitudinal section taken on the line II-H 4of-Fig. l.l Fig. 3 is atop plan view of the tie itself, with 'the -corrugated base plates` and fastening devices removed. Fig. d is a vertical transverse section taken on the line IV- IV of Fig. l. Fig. 5 is a perspective v view of one of the adjusting wedges. Fig. 6 is a perspective view of one ofthe nutlock plates. Fig. 7 is a top plan view of one ofthe adjustable fastening plates. F ig. 8 shows detail views of the fastening bolts. Fig. 9 is a vertical longitudinal section through one side of a tie and its fastenings showing the manner by which the rails may be insulated.

My improved tie is formed of a plate of metal bent or pressed into substantially trough-shape, having a fiat intermediate topY portion l, with downwardly extending inclined ends 2, and sides 3. Depressions 4in the top of the tie form seats for the rails 5 and the flaring downwardly extending sides .are embossed at these points as shown at 6 with their lower edges connected together by a corrugated plate v7 having upwardly extending flanges S which are vbent around the lower edges of the embossed portions.

The' depressed rail seats' 4, formed in theI top' ofthe tie, are so arranged and proportioned that the depression of the metal in pressing at this point provides an excess which extends sidewi'se and ofl suilicient quantityto form the wider embossed vp0rtions under the rail seats, as shown. By

means of this construction and arrangement,

the tie is enlarged under` the rail seats at the points where enlarged bearings are required, and substantial rail seats with side abutinents are provided, all without any waste or loss of material. The corrugated plates 7 in connection with the wider poi ltions of the tie serre to. form wide and substantial bearings on the road-bed to distribnte` thev load thereon, and the corrugated plates also Vact as springs.

The recesses ordepressions f1 in the upper l surface of the tie are provided to forin rail whiclisidesserveasabutnients against which to secure the rails in place. By reason of this construction any lateral i'uotion must be in the track structure asa whole and cannot occur inthe separa-te parts tlieof, which conduces to permanence and safety. It should also be noted that the means 'for fastening the -rails places no direct dependence on either of the bolts or the clamps of the rail fastenings, as all the lateral thrust of tratlic is transferred quite directly from the rail flanges to the tie itself.

A pair ot' longitudinal slots 9 is,forined in each frail seat, each having an enlarged opening 10 through which the head of the bolt 11 is passed and then pushed into the slot 9,"the narrow elongated neck portion 12 of the bolt preventing it from turning or falling out. Fastening plates 13 are located on either side of the base flanges of the rail 5 and in contact with their outer edges, or in cases where a rail-joint occurs, they are arranged to be in contact with the. outer edges of the splice-bars 14, which connect the lengths of rails together in the usual vinannei.' by means 4of bolts 15, aselearly shown in the drawlngs.- The fastening* plates 13 have elongated. holes 16 and inclined outer/tiges 17.

At each end of the depressions or rail seats 4, abutinents 18 are formed, between which and the inclined outer edges. .17, is inserted a wedge-shaped key 19 provided with an 'outwardly projecting thin angular" portion 20 which is bent at right angles to the key body after it has been inserted inl place toprevent it 'from being Withdrawn, as 'Shown in Figs. 1 and 5.

21 indicates a clamping clip or plate, one

' erid of which is bent slightly upwardly as atI 22 to embrace the base laiiges of the rail or the bottom outwardly extending flange of the splice-bars as the case may be. This vclamping clip 21 has a centra-l perforation` 23 through which the threaded ends of vthe bolts 1.1.are passed,

24 is a nut-lock plate formed with one of its ends 25 bent downwardly at right angles' to the body of the plate, and. when in posi,

tion, the end 25 extends over the side edge of the clamping clip 21. Each of thenut lock plates 24 has a central hole 26 through` ,which the threaded end of the bolt 11 passes,

and the bifurcated end port-ion 27 is'bentV upward at right angles to the body of the plate 24 against the sideof the nut 28 on the bolt llafter it has been'placed thereon and screwed down tightly.

Where it is desired -to insulate the rail from the tie, this ina be done as shown in Fig. 9 in which a thin flat strip'ofinsulation 29 is placed in the depression 4; with its ends bent upwardly at right angles on the faces of the abutinents 18 as shown at 30, in addition to which, insulating washers 3l are placed between the heads of the bolts 11 and the tie. In cases lwhere insulation is used,

'this Vwill also act as a sound deadener and on the rails in substantially the position shown in Figs. 1 and 2 of the drawings, but with-v out the fastening devices attached thereto. rlhe heads of the bolts -11 are then passed through the enlarged openings 10 and on account of their narrow elongated .neck

portions they can be inserted in the narrowA slots 9 Which areof less widths than the diameters of the bolt ends, and the bolts will thereby be held in position. The fastening plates 13 are then placed in position, the

bolts 11 passing through the elongated slotsl 16 therein, the key `wedges 19 are then placed back of the fastening platesl between their inclined outer edges and the abutiiients 18 formed iii-the tie; the clamping clips 21 are then placed in position over the fastening plates 13 and the Akey wedges 19. Nut locking plates 24 'are put onpover the threaded .ends of the bolts 11tlie nuts 28 laced thereon and screwed down tight against the nut-lock plates 24 and -th'e bifureated ends 27 bent upward at right angles against the sides of the nuts 28 as shown iii Figs. 1, 2, 4 and 9 of the drawings. After this is donc, the end 2() of each key 'wedge 19 is bent. at right angles to the body of tlie wedge 'against the end ofthe plates 13 and I the Work of' securing the tie to the raill is completed. The gaging of the track can bei varied as desired, by adpisling the wedges 19, as will be readily understood.

From the above description -it will be seen that my invention is extremely simple,

`cheaply and easily constructedand-far more durable and lasting than thewooden ties now in use. The inverted trough-shape givesto the t-ie the advantage of packing and' retaining the ballast by reason of its flared sides, and thel downwardlybent ends of the tie, together with the embossed and v`enlarged'flaring sides, prevents the tie from creeping or shifting in the road-bed. rIlhe lower edges of ythese embossed or enlarged portions of the Vtie are connected Itogether by a corrugated' elastic plate which will yield slightly and then Vrecover as the train passes elongate. under the load and then contract after the load has passed. The fastening p' devices are such las can be easily manufac-- l tured and absolutely prevent the alteration of the gage of the track after once being placed in position. j

The inverted trough-shape of this tie, with its downwardly and outwardly flaring sides and ends, is such that it offers no resistance to the free discharge of water from f the ballast or road-bed, which is a condition to be desired.

By reason of the wider bearings under the rail seatsand the shape and conformation thereof, the train loads will thereby be transmitted directly tothe ballast within and below said enlarged portions, under which the better ballast, such as broken stone, may be used whereas gravel, earth, sand or other cheaper fillig may be used at the intermediate portion of the tie, which does not carry the loads.

Although I have shown and described my improvements in considerable detail, I do not wish to be limited to the exact and .specific details shown and described, but

may use such substitutions, modifications or equivalents thereof, as vare embraced within the scope of my invention, or as Ipointed out in the claims. 1

Having thus described my invention, what I claim and desire to secure by Letters Patent is f 1. A railway tie of inverted trough sccwith downwardly flaring sides and resilient base plates attached to the lower edges of said sides below the rail seats.

2. A metallic railway tie of substantially inverted trough-shape with downwardly flaring sides and a pair ofl resilient base plates attached to the lower edges of the trough, below the rail seats.

3. A metallic railway tie of' substantially 1inverted 'trough-shape l,with downwardly flaringy sides and'ends and aV pair of resilient base plates attached? to the lower edges of the sides of the trough below therail seats. f

inverted trough-shape:- with' downwardly bossed portions adjoiningfthe rail seats and resilient base plates connecting together the opposite lower edges ofjthe embossed sideportions. f

5. A metal railway tie-ofvinverted. troughsy fshapewith integral downwardly flaring sides and ends, depressions in the top of the tie forming rail seats,."embossedv side portions adjoining 'said rail seatspand. a pair 6. A metallic railway tie, comprisingV a or' depressed into trough-shape, having-a central longitudinal tep portion seat depressions formed therein, a flange extending flarin'gly downward entirely 'around the sides and ends-of saidcentral flaring. flange being-.embossed at points a f joining .the rail seat depressions,'and resilient base plates connecting the opposite edges of said embossed flanges. r

'l'. A metallic railway tie comprising a plate bent or pressedl into -trough-shape, having a central horizontal top portion with depressions therein forming rail""seats,

pressed rail seats, ab'utments located at each end of the depressions, fastening means lo'- cated between the rail or splice base and said a flange extending flaring downwardly entirely around the sides and ends of said central horizontal top portion, said downwardly flaring flange being embossed at points adjoining the rail seat depressions, and elastic corrugated base upwardly extending flanges connecting opposite edges of the embossed flanges.

8. In a railway tie, a depressed rail seat thereon of greater width than the top of the tie, abutments at each end of said rail seat, adjustable fastening plates having a straight forward edge contacting with tie base of the rail flanges and an inclined rear edge, a tapered key fitted between the rear inclined edge of each fastening plate and the abutments aforesaid, a clamping clip mounted above cach fastening plate and key and 'extending over the base flange of the rail, and means for securing said clip.

9. In a railway tic, a depressed rail seat thereon, abutmcnts at each end ofsaid rail seat, adjustable fastening plates having a straight forward edge contacting with vthe the 4. A metallic railway tie of substantiallyplate of substantially uniform.'widthbent` .longitudinal top portion, said downwardlv plates having flaring sides and ends, the Asides having er`n`- Aof corrugated elastic base` plates having` upwardly extending flanges secured to the. lower edges of the embossed side portions.v

spliced rails mounted in the aforesaid deabutments for securing the rails to the tie,

louter edge of the base flanges of the rail,

and having an inclined rear edge, a. wedgeshaped key fitted between the rear inclined edge of the fasteninfT plates and vthe abutments aforesaid, a clamping clip mounted above the fastening plate and key having an upturned forward end extending over the base flanges of the rails, and means for locking the fastening and clamping clips together on the tie.

10. In a railway tie, a depressed rail seat thereon, suitably spaced T-slots in said rail seat for the reception of bolts, abutments at ends of said rail seats, a rail mounted thereon, a pair of adjustable fastening platesJ each having a straight forward edge contacting` with the outer edge of the base flange of the rail and having an inclined rear edge,

a wedge-shaped key fitted between the rear inclined edge of each fastening plate and the abutment aforesaid, and provided with a thin angular projecting portion adapted to be bent atan angle with the body of the key after it has been inserted in place, a pair of elampingvclips mounted above each fasteningrplate and key with their rear ends in contact withthe abutments and their forward ends extending over the base flanges of the rail, bolts mounted in the slots aforesaid with their threaded ends extending upwardly through perforations in the fastening plates and clamping clips, a nut placed on the end of each bolt adapted to secure the fastening plates and clamping clips together 0n thetie and a nut-lock plate adapted to prevent the said nut from turning when yin place. j

` 11. In a railway tieeomprising a plate bent or pressed into trough-shape, a' central horizontal top portion with depressions therein` forming rail seats, rails mounted thereon with splice-bars attached thereto having flanges extending outwardly and downwardly over 4the base flanges of the rails, .abutments located at eah end of the depressions between which and the base fianges of. t-he spliee-bars are adjustable fastening plates, each having a straight forward edge contacting with the outwardly extending base flanges of the splice-bars and an inclined rear edge, a wedge-shaped key fitted between the rear inclined edge of each fastening plate and the abutments aforesaid, and a clamping clip mounted above each fastening plate and key and extending over the base flanges of the splice-bars and means for holding said fastening plates and elips.

19. The. combination with the rails of a metallic railway tie, comprising a plate bent or pressed into forni, having a cent-ral horizontal top portion with depressions therein forming rail seats, offset abutments at each end of the said depressions, an insulated strip laid over vthe depressed portion of the tie with its ends upturned and covering the face of the abutments, and an insulated rail fastening and clamping secu-re the rails to the tie.

13. A metallic railway tie, comprising a plate of substantially uniform width bent or pressed into trough form, having a. eentral longitudinal top portion with depressions therein forming rail seats, rails mounted in said seats, fastening plates and Clamping members attac-hed to the tie between the flanges of the rails and the abutments aforesaid, a flange extending flaring downwardly around the said Central horizontal top portion, the sides of said flanges being embossed or pressed outwardly adjoining the rail seat depressions, and a eorru gated base plate connecting the opposite lower edges of the opposite embossed flanges.

lin testimony whereof I hereto aiiiX my. signature in the presence of two witnesses.

WILLIAM o. FRANK.

litnesses: u

Emma SEAVEY, ROBERT A, Brinks.

means adapted to Y 

